JP2015522122A5 - - Google Patents
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- JP2015522122A5 JP2015522122A5 JP2015520665A JP2015520665A JP2015522122A5 JP 2015522122 A5 JP2015522122 A5 JP 2015522122A5 JP 2015520665 A JP2015520665 A JP 2015520665A JP 2015520665 A JP2015520665 A JP 2015520665A JP 2015522122 A5 JP2015522122 A5 JP 2015522122A5
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- Prior art keywords
- engine
- compression ratio
- combustion chamber
- opposed
- piston
- Prior art date
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- 238000007906 compression Methods 0.000 claims 20
- 238000002485 combustion reaction Methods 0.000 claims 18
- 239000000446 fuel Substances 0.000 claims 7
- 239000007924 injection Substances 0.000 claims 3
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitric oxide Chemical compound O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 claims 3
- 238000002347 injection Methods 0.000 claims 2
- 239000000356 contaminant Substances 0.000 claims 1
- 229910052813 nitrogen oxide Inorganic materials 0.000 claims 1
Claims (18)
該対向ピストン式ディーゼルエンジンは、それぞれが個々に２つのクランクシャフトのうちの１つに連結され、それぞれが１つまたは複数のスワール相殺機構（２０２、２０４）を含むピストンクラウンを有する２つのピストン（３０２、３０４）のクラウンによって少なくとも部分的に規定された燃焼室（３０６）を備え、
第２のエンジン負荷に応じてエンジン出力を供給するために第１の圧縮比を第２の圧縮比に変更するステップをさらに有し、
第２のエンジン負荷は第１のエンジン負荷よりも大きく、第２の圧縮比は第１の圧縮比よりも小さい
ことを特徴とする方法。 Operating an opposed piston diesel engine at a first compression ratio to provide engine power in response to a first engine load;
The opposed-piston diesel engine includes two pistons each having a piston crown , each individually connected to one of two crankshafts, each including one or more swirl offset mechanisms (202, 204). 302, 304) comprising a combustion chamber (306) defined at least in part by the crown of
Changing the first compression ratio to the second compression ratio to provide engine power in response to the second engine load;
A method wherein the second engine load is greater than the first engine load and the second compression ratio is less than the first compression ratio.
ことを特徴とする請求項１に記載の方法。 One or more swirl offset mechanisms cause the intake air to the combustion chamber to be divided into at least two co-rotating swirls that are formed in front of each injector that generates a large swirl and supplies fuel to the combustion chamber. The method of claim 1 , characterized in that:
ことを特徴とする請求項２に記載の方法。The method according to claim 2.
ことを特徴とする請求項１から３のいずれか1項に記載の方法。 Changing the compression ratio, and changes two pistons phase phase, either a change of the two crankshafts intervals claim 1, characterized in that it is carried out using at least one of the 3 1 The method according to item .
ことを特徴とする請求項１から４のいずれか1項に記載の方法。 The method according to claim 1, any one of 4 to the intake pressure of the feed air to the combustion chamber via a turbocharger to increase (510) than the ambient pressure, characterized in that it is supplied.
ことを特徴とする請求項５に記載の方法。 The turbocharger (510) inhales at the second pressure when using the second compression ratio, and at the first pressure when using the first compression ratio, and the second pressure is the first pressure. 6. The method of claim 5 , wherein the method is greater than.
許容レベルの窒素酸化物の汚染物質（ＮＯｘ）が燃焼室内に形成されることが予測される閾値温度を予測ピーク燃焼室温度が超えた際に一連の目標エンジン運転パラメータを特定するステップと、
１つまたは複数の現在のエンジンパラメータを変更することにより、ピーク燃焼室温度を閾値温度以下に維持するために一連の目標エンジン運転パラメータを適用するステップと、をさらに有する
ことを特徴とする請求項１から６のいずれか１項に記載の方法。 Determining a predicted peak combustion chamber temperature predicted to occur in the combustion chamber (306) based on engine operating information;
Identifying a set of target engine operating parameters when the predicted peak combustion chamber temperature exceeds a threshold temperature at which an acceptable level of nitrogen oxide contaminant (NOx) is predicted to form in the combustion chamber;
Applying a series of target engine operating parameters to maintain the peak combustion chamber temperature below a threshold temperature by changing one or more current engine parameters. The method according to any one of 1 to 6.
ことを特徴とする請求項７に記載の方法。 The engine operating information includes the intercooler outlet temperature measured at or near the outlet of the intercooler (506) that receives and cools the air compressed by the turbocharger (510) , and the compression ratio in the engine. 8. The method of claim 7, comprising:
ことを特徴とする請求項７または８に記載の方法。 9. A method according to claim 7 or 8 , wherein the set of target engine parameters includes a fuel supply parameter (524) .
ことを特徴とする請求項７から９のいずれか１項に記載の方法。 The fuel supply parameter is one of a fuel injection amount injected into the combustion chamber during a predetermined engine cycle, one or more fuel injection timings during the engine cycle, and the number of fuel injections occurring during the engine cycle. 10. The method according to any one of claims 7 to 9 , comprising a plurality.
ことを特徴とする請求項７から１０のいずれか１項に記載の方法。 A series of target engine parameters, to reduce the peak temperature by reducing the energy density of the combustion chamber, claim 7, characterized in that it comprises a variation from the current compression ratio to a smaller compression ratio 10 The method according to any one of the above.
ことを特徴とする請求項７から１１のいずれか１項に記載の方法。 The method according to any one of claims 7 to 11 , wherein the determining step, the specifying step, and the applying step are performed by an engine control device.
エンジン制御装置（５０２）は、
第１のエンジン負荷に応じてエンジン出力を供給するために第１の圧縮比で対向ピストン式ディーゼルエンジンを運転させ、
第２のエンジン負荷に応じてエンジン出力を供給するために第１の圧縮比を第２の圧縮比に変更する、オペレーションを行い、
第２のエンジン負荷は第１のエンジン負荷よりも大きく、第２の圧縮比は第１の圧縮比よりも小さい
ことを特徴とする対向ピストン式ディーゼルエンジン。 At least by the crowns of the two pistons (302, 304), each individually connected to one of the two crankshafts, each having a piston crown comprising one or more swirl offset mechanisms (202, 204) A partially defined combustion chamber (306), and an engine controller (502);
The engine control device (502)
Operating an opposed piston diesel engine at a first compression ratio to provide engine power in response to a first engine load;
To change the first compression ratio to a second compression ratio to provide the engine output in accordance with the second engine load, provides operations,
The opposed-piston diesel engine characterized in that the second engine load is larger than the first engine load and the second compression ratio is smaller than the first compression ratio.
ことを特徴とする請求項１３に記載の対向ピストン式ディーゼルエンジン。 One or more swirl offset mechanisms (202, 204) cause the intake air to the combustion chamber to generate at least two co-rotating swirls formed in front of each injector where a large swirl is generated and fuels the combustion chamber. The opposed-piston diesel engine according to claim 13 , which is divided.
ことを特徴とする請求項１４に記載の対向ピストン式ディーゼルエンジン。The opposed-piston diesel engine according to claim 14, wherein:
該圧縮比変更機構は、２つのピストンの位相を変更するための少なくとも１つの位相器と、２つのクランクシャフトの間隔を変更するための移動機構と、を有する
ことを特徴とする請求項１３から１５のいずれか1項に記載の対向ピストン式ディーゼルエンジン。 Furthermore, a compression ratio changing mechanism (522) is provided,
The compression ratio changing mechanism includes at least one phase shifter for changing the two pistons of the phase, a moving mechanism for changing the distance between the two crankshafts, claim 13, characterized in that it has a The opposed piston type diesel engine according to any one of 15 .
ことを特徴とする請求項１３から１６のいずれか1項に記載の対向ピストン式ディーゼルエンジン。 The opposed piston type diesel engine according to any one of claims 13 to 16, further comprising a turbocharger (510) for increasing a pressure of intake air supplied to the combustion chamber.
ことを特徴とする請求項１３から１７のいずれか1項に記載の対向ピストン式ディーゼルエンジン。 18. The set of target engine parameters includes a change from a current compression ratio to a smaller compression ratio to reduce peak temperature by reducing energy density in the combustion chamber . The opposed piston type diesel engine according to any one of the preceding claims.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US201261667369P | 2012-07-02 | 2012-07-02 | |
| US61/667,369 | 2012-07-02 | ||
| PCT/US2013/049160 WO2014008309A2 (en) | 2012-07-02 | 2013-07-02 | Variable compression ratio diesel engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2015522122A JP2015522122A (en) | 2015-08-03 |
| JP2015522122A5 true JP2015522122A5 (en) | 2016-08-18 |
Family
ID=48795949
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2015520665A Pending JP2015522122A (en) | 2012-07-02 | 2013-07-02 | Variable compression ratio diesel engine |
Country Status (7)
| Country | Link |
|---|---|
| US (1) | US9316150B2 (en) |
| EP (1) | EP2872765B1 (en) |
| JP (1) | JP2015522122A (en) |
| KR (1) | KR20150023908A (en) |
| CN (1) | CN104583565A (en) |
| BR (1) | BR112015000026A2 (en) |
| WO (1) | WO2014008309A2 (en) |
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-
2013
- 2013-07-02 KR KR20157002356A patent/KR20150023908A/en not_active Application Discontinuation
- 2013-07-02 EP EP13737958.2A patent/EP2872765B1/en not_active Not-in-force
- 2013-07-02 BR BR112015000026A patent/BR112015000026A2/en not_active IP Right Cessation
- 2013-07-02 JP JP2015520665A patent/JP2015522122A/en active Pending
- 2013-07-02 CN CN201380043096.3A patent/CN104583565A/en active Pending
- 2013-07-02 US US13/934,153 patent/US9316150B2/en active Active
- 2013-07-02 WO PCT/US2013/049160 patent/WO2014008309A2/en active Application Filing
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